EP3418188A1 - Fahrwerk - Google Patents

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Publication number
EP3418188A1
EP3418188A1 EP18177729.3A EP18177729A EP3418188A1 EP 3418188 A1 EP3418188 A1 EP 3418188A1 EP 18177729 A EP18177729 A EP 18177729A EP 3418188 A1 EP3418188 A1 EP 3418188A1
Authority
EP
European Patent Office
Prior art keywords
landing gear
aircraft
stay
main strut
wing
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP18177729.3A
Other languages
English (en)
French (fr)
Inventor
Nebojsa Sakota
Norman Wijker
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Airbus Operations Ltd
Original Assignee
Airbus Operations Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Airbus Operations Ltd filed Critical Airbus Operations Ltd
Publication of EP3418188A1 publication Critical patent/EP3418188A1/de
Pending legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C25/00—Alighting gear
    • B64C25/02—Undercarriages
    • B64C25/08—Undercarriages non-fixed, e.g. jettisonable
    • B64C25/10—Undercarriages non-fixed, e.g. jettisonable retractable, foldable, or the like
    • B64C25/12—Undercarriages non-fixed, e.g. jettisonable retractable, foldable, or the like sideways
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C25/00—Alighting gear
    • B64C25/02—Undercarriages
    • B64C25/08—Undercarriages non-fixed, e.g. jettisonable
    • B64C25/10—Undercarriages non-fixed, e.g. jettisonable retractable, foldable, or the like
    • B64C25/12—Undercarriages non-fixed, e.g. jettisonable retractable, foldable, or the like sideways
    • B64C2025/125—Undercarriages non-fixed, e.g. jettisonable retractable, foldable, or the like sideways into the fuselage, e.g. main landing gear pivotally retracting into or extending out of the fuselage

Definitions

  • the present invention concerns an aircraft landing gear. More particularly, but not exclusively, this invention concerns an aircraft landing gear comprising an inboard sidestay assembly and an aircraft including such a landing gear.
  • the main landing gear is mounted on the wing.
  • the wing structure must have sufficient strength to react the landing gear loads at the point or points to which the landing gear attaches. This may limit the choice of materials that can be used in construction and/or lead to the need for the structure to be reinforced, thereby increasing the weight of the aircraft.
  • CFRP Carbon Fibre Reinforced Polymer
  • CFRP materials can withstand higher loading along the fibre length, but may require substantial reinforcement to accommodate off-axis loads. Loads that may be accommodated by a metal structure may therefore require addition reinforcement when that same structure is made using a composite.
  • EP 0 031 602 describes such a landing gear which is attached to the aircraft at four points, namely via two trunnion bearings at the top of the main strut attaching the landing gear to the wing, a drag strut and a side strut attaching the landing gear to the wing/body. While this four-point structure may produce some loads reduction, significant off axis loads are still transferred to the wing. In particular, when drag loads are transmitted to the wing via the two trunnion bearings (also known as fore and aft pinions) this generates a significant bending movement between the two trunnion joints in the wing.
  • the present invention seeks to mitigate one or more of the above-mentioned problems. Alternatively or additionally, the present invention seeks to provide an improved landing gear.
  • the present invention provides, according to a first aspect, an aircraft comprising a fuselage and a landing gear.
  • the landing gear may comprise a main strut (also known as a landing gear leg) connected at one end to the aircraft such that landing gear loads can be transferred from the main strut into the aircraft.
  • the landing gear may comprise an inboard sidestay assembly connected to the main strut.
  • the inboard sidestay assembly may comprise a forward stay connected at one end to the aircraft such that landing gear loads can be transferred from the main strut into the aircraft via the forward stay.
  • the inboard sidestay assembly may comprise a rear stay, for example connected at one end to the fuselage such that landing gear loads can be transferred from the main strut into the fuselage via the rear stay.
  • the inboard sidestay assembly may comprise a shear web extending between the forward stay (e.g. front stay) and the rear stay (e.g. aft stay) and configured to resist movement of the forward stay relative to the rear stay, particularly under shear loading.
  • the landing gear may be arranged such that, in use, when the landing gear is extended, substantially all the landing gear loads are transferred from the landing gear to the aircraft via one or more of the main strut and the inboard stay assembly.
  • Providing a shear web may strengthen the sidestay assembly, for example providing increased rigidity. Additionally or alternatively, there may be improvements in how landing gear loads are transmitted to the aircraft via the sidestay assembly. Additionally or alternatively, providing a shear web between the forward and rear stays may reduce or substantially eliminate movement of the rear stay relative to the forward stay, therefore allowing the stays to control the locus of the landing gear as it retracts. In turn this may facilitate provision of a landing gear wherein the main joint between the upper end of the main strut and the wing is less constrained than in prior art landing gear (for example because a constrained main joint is no longer required to control the locus of the gear during retraction), thereby reducing the magnitude of the landing gear loads transmitted to the aircraft.
  • Each of the forward stay, rear stay and main strut may be connected to the aircraft to cause landing gear loads to be transferred from the landing gear to the aircraft.
  • Each of the forward stay and rear stay may provide a landing gear load path between the main strut and the relevant points of attachment to the aircraft.
  • the main strut may be connected to the aircraft via a main joint to cause landing gear loads to be transferred from the main strut to the aircraft via the main joint.
  • the main joint may provide a landing gear load path between the main strut and the aircraft.
  • the landing gear may be configured to have three principle landing gear load paths via which landing gear loads are transferred to the aircraft; the forward stay load path, the rear stay load path and the main joint load path.
  • the landing gear may be configured such that, in use when the landing gear is extended, different components of the landing gear loads are transferred to the aircraft by different ones of the three loads paths.
  • the aircraft may comprise a wing connected to the fuselage.
  • the wing may comprise a rear spar.
  • the rear spar may be the spar located closest to the trailing edge of the wing.
  • the connection between the rear spar and the fuselage may be referred to as the root of the wing.
  • the main strut may be connected to the wing.
  • the main strut may be connected to the wing at the upper end of the strut.
  • the main strut may be connected to the rear spar.
  • the main joint is configured to allow rotation about an axis such that transmission of drag loads via said joint is reduced and/or prevented. It may be that the connection between the main strut and the aircraft permits rotation about an axis extending in the spanwise direction (for example an axis lying substantially parallel to the pitch axis of the aircraft). Allowing rotation about a spanwise axis may effectively isolate the point at which the main strut is connected to the aircraft from the drag loads, reducing the amount of load that is transferred to the aircraft at that point. Thus, it may be that the majority of the drag loads, for example substantially all of the drag loads are transmitted to the aircraft via the sidestay assembly. By passing the drag component of the landing gear loads to the aircraft via the sidestay assembly, the maximum landing gear loads that must be reacted at the wing may be reduced.
  • the main joint is configured to allow rotation about an axis such that transmission of torsional loads via said joint is reduced and/or prevented. It may be that the connection between the main strut and the aircraft permits rotation about a vertical axis (for example an axis lying substantially parallel to the yaw axis of the aircraft). Allowing rotation about a vertical axis may effectively isolate the point at which the main strut is connected to the aircraft from the torsional loads, reducing the amount of load that is transferred to the aircraft at that point. Thus, it may be that the majority of the torsional loads, for example substantially all of the torsional loads are transmitted to the aircraft via the sidestay assembly. By passing the torsional component of the landing gear loads to the aircraft via the sidestay assembly, the maximum landing gear loads that must be reacted at the wing may be reduced.
  • the main joint is configured to allow rotation about an axis such that transmission of lateral loads via said joint is reduced and/or prevented. It may be that the connection between the main strut and the aircraft permits rotation about a longitudinal axis (for example an axis lying substantially parallel to the roll axis of the aircraft). Allowing rotation about the longitudinal axis may effectively isolate the point at which the main strut is connected to the aircraft from the lateral loads, reducing the amount of load that is transferred to the aircraft at that point. Thus, it may be that the majority of the lateral loads, for example substantially all of the lateral loads are transmitted to the aircraft via the sidestay assembly. By passing the lateral component of the landing gear loads to the aircraft via the sidestay assembly, the maximum landing gear loads that must be reacted at the wing may be reduced.
  • connection between the main strut and the aircraft permits movement in all three rotational degrees of freedom.
  • the main joint may be configured to allow movement in three rotational degrees of freedom.
  • connection between the main strut and the aircraft prevents translational movement in one or more than one degree of translational freedom, for example all three degrees of translational freedom.
  • the main joint may be located at the upper end of the main strut.
  • the main strut may comprise one or more elements that make up the main joint. Said one or more elements may be located on the front side of the main strut.
  • the main strut may be connected to the wing via a main joint located forward of the strut. It may be that there is no connection between the main strut and the aircraft at the rear of the main strut. For example, it may be that there is no aft pintle.
  • the main joint may comprise a spherical bearing and a housing in which the spherical bearing is received.
  • the main strut may comprise a spherical bearing.
  • the spherical bearing may be received in a housing mounted on the aircraft, for example on the wing, for example on the rear spar of the aircraft.
  • the main strut may comprise a shaft located in the region of, for example at, the upper end of the strut.
  • the main strut may be connected to the aircraft via the shaft.
  • the longitudinal axis of the shaft may extend substantially perpendicularly to the longitudinal axis of the strut.
  • the spherical bearing may be located at a distal end of the shaft, for example the forward distal end of the shaft.
  • Each of the main strut, the forward stay and the rear stay may be connected to the aircraft via a joint.
  • the landing gear may be configured such that loads are transferred from the landing gear to the aircraft via these three joints.
  • the landing gear may comprise three landing gear loads paths via which substantially all the landing gear loads are transmitted to the aircraft from the landing gear. A different landing gear load path may go via each of the three joints.
  • the forward stay may be connected to aircraft at the wing, for example to the rear spar of the wing.
  • the forward stay may connected to the wing in the region of the root of the wing, for example adjacent to the rear spar root joint. While a stay connected to the aircraft at the wing may still transfer some load into the wing, it may do so at a position further inboard than the main joint, and the angle of the forward strut to the wing means that loading transmitted to the wing via the stay will be more closely aligned with the bending loads experienced during flight (which the wing structure is sized to accommodate).
  • the forward stay may be connected to the aircraft at the wing, for example adjacent to, but outboard of, the rear spar root joint.
  • the forward stay may be connected to the aircraft at the fuselage. Connecting the forward stay to the fuselage may further reduce the amount of landing gear loads that must be reacted by the wing.
  • the fuselage may comprise a landing gear bay.
  • the landing gear may be delimited at the rear end by a fuselage frame.
  • the rear stay may be connected to the fuselage at the fuselage frame.
  • the shear web (or cross-brace) may be configured to reduce and/or limit movement of the forward stay relative to the rear stay.
  • the shear web may be configured to maintain a portion of the first stay at substantially the same distance from a portion of the second stay.
  • the shear web may be configured to maintain a portion of the first stay at substantially the same angular position relative to a portion of a second stay.
  • the shear web may be configured to reduce and/or limit movement under shear loading.
  • the shear web may comprise a shear panel extending between the forward stay and the rear stay.
  • the shear panel may comprise one or more recesses.
  • the shear panel may comprise a recess configured to receive a portion of the main strut.
  • the shear web comprise one or more members, for example a network of members extending between the forward stay and the rear stay.
  • the shear web may be in the form of one or more cross-braces, for example.
  • each stay may be configured such that the length of the stay can vary as the landing gear moves between the extended and retracted configurations.
  • Each stay may be configured to fold as the landing gear moves from the extended configuration towards the retracted configuration.
  • Each stay may be configured to unfold as the landing gear moves towards the extended configuration from the retracted configuration.
  • each stay comprises an upper portion and a lower portion, the upper portion being pivotally connected to the lower portion and the aircraft.
  • Each portion may comprise a single stay member.
  • Each lower portion (or stay member) may be pivotally connected to an upper portion (or stay member) and the main strut.
  • the stay assembly may comprise four stay members.
  • the landing gear may comprise a first shear web extending between the upper portions of the forward and rear stays, and a second shear web extending between the lower portions of the forward and rear stays.
  • the second shear web may comprise a shear panel, for example a shear panel having a recess configured to receive a portion of the main strut when the landing gear is in a retracted configuration.
  • Each stay may be inclined at an angle to the longitudinal axis of the aircraft. It may be that at least one of the stays is inclined to the horizontal plane (i.e. the plane which is parallel to both the roll axis and the pitch axis of the aircraft) by an angle greater than 20 degrees when the landing gear is deployed/extended.
  • the forward stay may extend from an outboard point to an inboard point, the inboard point being located forward of the outboard point. For example, it may be that when the landing gear is deployed/extended, the forward stay extends from an outboard point to an inboard point, the inboard point being located forward of the outboard point.
  • the rear stay may extend from an outboard point to an inboard point, the inboard point being located aft of the outboard point.
  • the rear stay when the landing gear is deployed/extended, the rear stay extends from an outboard point to an inboard point, the inboard point being located aft of the outboard point. It may be that, when the landing gear is deployed/extended, the rear stay and the forward stay extend from an outboard point to an inboard point and converge.
  • the aircraft may be a commercial aircraft, for example a commercial passenger aircraft.
  • the aircraft may capable of transporting more than fifty passengers, for example more than one hundred passengers, for example more than one hundred and fifty passengers, or an equivalent amount of cargo.
  • the landing gear may be a retractable landing gear.
  • the landing gear may be mounted for movement between an extended (for use on landing and during taxiing) and a retracted configuration (for use during cruise).
  • the landing gear may be configured to transmit landing gear loads to the aircraft when the landing gear is in the extended configuration.
  • the landing gear may be configured such that the main strut rotates about an axis lying substantially parallel to the roll axis of the aircraft as the landing gear moves between the extended and retracted configuration.
  • the connection between each stay and the aircraft may allow for rotational movement such that the stay can pivot relative to the aircraft when the landing gear is retracted.
  • the landing gear may comprise a lock assembly configured to hold the sidestay assembly in place (e.g. prevent rotation of the stays relative to the aircraft) when the landing gear is deployed. It may be the case that the main strut of the landing gear, when the landing gear deployed, is arranged so that its longitudinal axis is substantially vertical. Other geometries are possible however.
  • the landing gear may comprise one or more wheels, for example two, four, six, eight, or more than eight wheels.
  • the wheels may be connected to the landing gear at the lower (or distal) end of the main strut.
  • the landing gear may comprise a trailing arm, e.g. an arm extending rearward from the region of the distal end of the strut and having one or more wheels mounted thereon.
  • the landing gear may comprise a torque link.
  • the landing gear may comprise a shock absorber.
  • inboard and outboard refer to the relative position of two elements along the spanwise axis of the aircraft.
  • inboard sidestay assembly may be referred to as such because the sidestay assembly is located inboard of the main strut.
  • forward and rear refer to the relative position of two elements along the longitudinal axis of the aircraft.
  • rear stay may be referred to as such because it is located further aft than the forward stay.
  • a landing gear configured for use as the landing gear of the first, and/or any other, aspect of the invention.
  • the landing gear may comprise a main strut, the main strut being connected at one end to the aircraft.
  • the landing gear may comprise an inboard sidestay assembly.
  • the inboard sidestay assembly may be connected to the main strut.
  • the inboard sidestay assembly may comprise a forward stay connected at one end to the aircraft.
  • the inboard sidestay may comprise a rear stay connected at one end to the fuselage.
  • the inboard stay assembly may comprise a shear web extending between the forward stay and the rear stay and configured to resist movement of the forward stay relative to the rear stay, for example, under shear loading.
  • the method may comprise moving the landing gear between an extended position and a retracted position by rotating the main strut about an axis of rotation extending substantially parallel to the longitudinal axis (or roll axis) of the aircraft.
  • the method may comprise allowing the length of each stay to vary as the landing gear retracts.
  • the method may comprise allowing the upper portion of each stay to pivot relative to the fuselage and the lower portion of the stay as the landing gear retracts and/or extends.
  • the method may comprise allowing the lower portion of each stay to pivot relative to the main strut and the upper portion of the stay as the landing gear retracts and/or extends.
  • the method may comprise allowing each stay to fold as the landing gear retracts and/or unfold as the landing gear extends. It may be that the folding of the stay is the sole means by which its overall length, as measured in a given direction, is varied.
  • an aircraft comprising a fuselage and a landing gear.
  • the landing gear may comprise a main strut, connected at one end to the aircraft by a first (or main) joint.
  • the first joint may be located forward of the main strut. That is to say, the elements of the joint comprised within the main strut may be located at the front of the main strut, and the elements of the joint located on the aircraft may be located forward of the main strut.
  • the landing gear may further comprise an inboard sidestay assembly.
  • the sidestay assembly may be attached at a first end to the main strut.
  • the sidestay assembly may be connected to the aircraft at a second end by a second joint and a third joint.
  • At least one of the second and third joints may be connected to the aircraft, for example be mounted on the aircraft, at the fuselage.
  • the landing gear may be arranged such that, in use, when the landing gear is extended, substantially all the landing gear loads are transferred from the landing gear to the aircraft via one or more of the first, second or third joints.
  • an aircraft comprising a fuselage and a landing gear.
  • the landing gear may comprise a main strut coupled at one end to the aircraft.
  • the landing gear may further comprise an inboard sidestay assembly coupled to the main strut.
  • the inboard sidestay assembly may comprise a forward stay coupled at one end to the fuselage.
  • the inboard sidestay assembly may comprise a rear stay coupled at one end to the aircraft.
  • the inboard sidestay assembly may comprise a cross-brace extending between the forward stay and the rear stay to limit movement of the forward stay relative to the rear stay.
  • the landing gear may be arranged such that, in use, on landing (e.g. when the landing gear is in the extended configuration), substantially all the landing gear loads are transferred from the landing gear to the aircraft via one or more of the main strut and the inboard stay assembly.
  • Figure 1 shows an aircraft 1 having a fuselage 2, a wing 4 and a main landing gear 6 in accordance with a first example embodiment of the invention.
  • FIG. 2 shows a close-up of the landing gear 6 of the first embodiment when the landing gear 6 is in the deployed position.
  • the landing gear comprises a main strut 8 which extends vertically and is connected at the lower end to a trailing arm (not visible in Figure 2 ) and a pair of wheels 10 in the conventional manner.
  • a shock absorber 12 extends between the main strut 8 and the trailing arm.
  • a shaft 14 extends perpendicular to the longitudinal axis of the main strut 8 in the fore-aft direction.
  • a spherical bearing 16 is located at the front end of the shaft 14 (the left end of the shaft as shown in Fig.
  • a first pair of stays 22 are pivotally connected at one end to the main strut 8 by a pin 24 received in a collar 26 affixed to the strut 8.
  • One of the stays 22a is located forward of the main strut 8 (to the left of the strut in Fig. 2 ), while the other stay 22b is located to the rear of the main strut 8 (to the right of the strut in Fig. 2 ).
  • the stays 22 extend upwards and inboard from the main strut 8 in the spanwise direction.
  • a shear panel 28 extends between the stays 22 of the first pair, and has a semi-circular cut out 29 at its lower end.
  • the first pair of stays 22 may be referred to as the 'lower' pair.
  • a second, 'upper', pair of stays 30 are pivotally connected at one end to the upper end of the first pair of stays 22.
  • a first upper stay 30a is connected to the first lower stay 22a, and a second upper stay 30b is connected to the second lower stay 22b.
  • the upper pair of stays 30 extend upwards and inboards from the main strut 8 in the spanwise direction, with the distance between the two stays 30a, 30b increasing with distance away from the main strut 8.
  • An upper shear panel 32 extends between the upper stays 30.
  • the front upper stay 30a i.e.
  • the stay located further forward is pivotally mounted to the rear spar 20 in the region of the root of the wing 4 via a pin 34a (illustrated schematically in Figure 2 ) received in a mounting 36a.
  • the upper rear stay 30b of the second pair is connected to the fuselage 2 at the rear of the landing gear bay (not shown) via a pin 34b (illustrated schematically in Figure 2 ) received in a mounting 36b.
  • a linkage 38 comprising three link members 38a, 38b, 38c extends between the strut 8 and the upper stays 30.
  • a fore link member 38a meets an aft link member 38b at a junction.
  • a central link member 38c is pivotally connected at one end to the upper end of the main strut 8 and is pivotally connected at the other end to the junction between the other two link members 38a, 38b.
  • the fore link member 38a is pivotally connected at its lower end to the upper forward stay 30a at the lower end of that stay.
  • the aft link member 38b is pivotally connected at its lower end to the upper rear stay 30b at the lower end of that stay.
  • each lower stay 22 may be curved to provide space to accommodate the strut adjacent to the lower panel 28 when the gear is retracted.
  • the upper panel 32 and lower panel 28 limit movement of the front stays 22a, 30a relative to the corresponding rear stay 22b, 30b. This may help to ensure that the landing gear follows its intended retraction path. It also facilitates the use, between the main strut 8 and the wing 4, of the spherical joint, which provides movement in all three rotational degrees of freedom to be used.
  • the primary loads experienced by a landing gear 6 during landing may be categorised as vertical loads, drag loads and lateral loads.
  • vertical loads act along an axis parallel to the vertical axis of the aircraft and are generated by the action of gravity on the mass of the aircraft, particularly during landing.
  • Drag loads act along an axis substantially parallel to the longitudinal axis of the aircraft and are generated by friction between the tyres and ground on 'spin up' of the wheels at touchdown and also when braking.
  • Lateral loads act along an axis substantially parallel to the lateral axis of the aircraft and are generated during steering.
  • the landing gear may also be subject to secondary loads such as torque loads and aerodynamic drag.
  • a landing gear in accordance with the present example embodiment may provide reduced loading on the wing because drag and vertical loads are reacted at the fuselage 2 and the root of the wing 4 and not at the point at which the main leg attaches to the wing.
  • those loads that are transmitted to the wing 4 via the forward stays 22a, 30a are near-parallel with the rear spar 20 and are thereby more closely aligned with the bending loads experienced by the wing in flight (and which the wing is sized to accommodate). Lateral loads may be transmitted to the aircraft 1 via both the joint at the top of the main strut 8 and the sidestays 22, 30.
  • Figures 3 to 5 show a landing gear 6 in accordance with a second example embodiment in the deployed ( Fig. 3 ), an intermediate ( Fig. 4 ) and a retracted ( Fig. 5 ) configuration. Only those elements of the second embodiment which differ significantly with respect to the first embodiment will be discussed here, and like reference numerals denote like elements.
  • the second embodiment In contrast to the first embodiment which has both an upper panel 32 and a lower panel 28, the second embodiment has only a single upper panel 32 between the upper stays 30. It has been found that this may be sufficient to maintain the stays 22, 30 in alignment during retraction. Removing the lower panel 28 may reduce the weight of the landing gear and allow for more compact storage of the gear when retracted.
  • the socket 18 for receiving the spherical bearing 16, and the pins 34 and mountings 36, are not shown separately in any of Figures 3 to 5 .
  • the landing gear and stays are however mounted to the aircraft in a similar manner to that shown in Figure 2 .
  • the gear In use, the gear is deployed or extended (as shown in Fig. 3 ) for landing and taxiing. After take-off the gear is retracted. First, the linkage 38 is released which frees the upper stays 30 to pivot relative to the lower stays 22. An actuator (not shown) then rotates the main strut inboard (anti-clockwise in Fig. 3 ) about the longitudinal axis of the shaft 14 and/or the longitudinal axis of the aircraft. As the main strut 8 rotates the lower stays 22 rotate anti-clockwise, while the upper stays 30 rotate clockwise. The linkage 38 also folds. In the intermediate position shown in Fig. 4 the wheels 10 are located inboard compared to their position in Fig.
  • landing gear in accordance with the present embodiment may provide a simpler retraction and extension kinematic and allow for more compact storage in the retracted configuration than prior art landing gear.
  • the embodiments above all involve a trailing arm landing gear having two wheels, it will be appreciated that the invention may also find application in other landing gear configurations, for example with more wheels and/or without the trailing arm.
  • the shear web is in the form of a solid panel. However, it will be appreciated that the shear web may take other forms, for example a network of bracing members and/or a perforated panel.
  • the landing gear is mounted to the fuselage and a rear spar; in some circumstances a gear beam may be used to provide a mounting point for the main strut.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Tires In General (AREA)
EP18177729.3A 2017-06-19 2018-06-14 Fahrwerk Pending EP3418188A1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB1709770.0A GB2563826A (en) 2017-06-19 2017-06-19 Landing Gear

Publications (1)

Publication Number Publication Date
EP3418188A1 true EP3418188A1 (de) 2018-12-26

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EP18177729.3A Pending EP3418188A1 (de) 2017-06-19 2018-06-14 Fahrwerk

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US (1) US10766607B2 (de)
EP (1) EP3418188A1 (de)
GB (1) GB2563826A (de)

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CN109677591A (zh) * 2019-01-27 2019-04-26 陕西智翔航空科技发展有限公司 一种航空器起落架收放方法及结构
EP3725677A1 (de) * 2019-04-15 2020-10-21 The Boeing Company Vorwärtsdrehzapfenstützanordnungen eines flugzeugfahrwerks und zugehörige verfahren
EP3725674A1 (de) * 2019-04-16 2020-10-21 The Boeing Company Backup-montageanordnungen für eine flugzeughauptfahrwerksknickstrebe und zugehörige verfahren

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US11008091B2 (en) * 2018-05-03 2021-05-18 The Boeing Company Body mounted shrinking landing gear
GB2578582A (en) 2018-10-30 2020-05-20 Airbus Operations Ltd Landing gear
CN109774925B (zh) * 2019-01-10 2024-04-30 南京航空航天大学 一种带抗抖振装置的飞机起落架
GB2584412A (en) 2019-05-20 2020-12-09 Airbus Operations Ltd Landing gear assembly
CN110466744B (zh) * 2019-08-12 2022-11-22 中国航空工业集团公司沈阳飞机设计研究所 一种起落架作动筒安装接头
US11897602B2 (en) * 2021-03-17 2024-02-13 The Boeing Company Support structure for an aircraft landing gear
CN114030592B (zh) * 2021-11-19 2023-10-20 中国直升机设计研究所 一种直升机可收放主起落架承力结构的构建方法

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